Car-coupling.



L. G. MILLER @L F. C. DANKMYER.

UAR GOUPLING.

111121110111011 FILED APRA?, 1913.

1,076,050. Patented 001.2119131.`

2, E11 gl COLUMNA PLANDGRAPM co.,WAsH1NG'ruN. n. n:A

` L. G. MILLER @L P. C. DANKMYER.

CAR COUPLING.

APPLIOATION FILED 111111.17. 191s.

1,076,050. Patented 001;. 21, 1913.

2 SHEETS-SHEET 2.

W l T N EDS/:18] N l/.E N TOPS eww' $6? .L/Q mag/5% CDLUMBIA PLANOGRAPH co., WASHINGTON, n. C

UNITE @TAS O `IC.

LOUIS G. MILLER AND FREDERICK C. DANKMYER, 0F WESTMONT BOROUGH, PENNSYLVANIA.

CAR-COUPLING.

Specification of'Letters Patent.

. Patented Oct. 21, 1913.

Application led April 17, 1913. Serial No. 761,720.

To all whom t may concern Be itlmown that we, LOUIS G. MiLLnR and FREDERICK C. DANKMYER, citizens of the United States, residing in the borough of lVestmont, in the county of Cambria and State of Pennsylvania, have invented certain new and useful Improvements in Car- Couplings; and we do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which itappertains to make and use the same.

Our invention relates to car construction and more especially to the draw-bar carry irons which support the forward end of the draw-bar and the buifer-block in connection therewith.

Heretofore it has been customary to attach the carry iron rigidly to the underside of the buffer-block or to the end sill of the car so that the projecting coupling end of the draw-bar, which usually extends outwardly from the end sill, rests on said carry iron while free to slidably move laterally thereon to a limited extent. With this prior construction it is sometimes difficult to couple cars on account of the knuckles not being in proper alinement or relation, as there is nothing to center the draw-bars and hold them or return them, if either is displaced laterally, into the required central or coupling positions. Our invention is designed to. obviate this difficulty and to hold the draw-bars of the cars when uncoupled in the proper relative alinement both vertically and laterally, so that the couplers of each car will always strike fair and be easily shackled together.

lVit-h this object in view we have formed the draw-bar carry iron with inclined ways near each end thereof on both its top and bottom edges and adapted to receive rollers upon which the carry iron is mounted in such a manner that if the draw-bar resting upon the carry iron be displaced laterally in any way, the inclined ways which contact with the roller bearings will return the draw-bar by gravity to the central o-r coupling position.

Our construction is so designed that the vertical adjustment of the drawbar may be accomplished either by turning our improved carry iron upside down or by changing the size of the rollers, or both.

Having thus given a. general description of our invention, we will now, in order to make the same more clear, refer to the accompanying two sheets of drawings forming part of this specification, in which Figure 1 is a front elevation of the lower part of the end of a car showing a pressed steel end sill with our buffer-block attached thereto centrally and one style of draw-bar carry iron mounted thereon with movable roller bearings; Fig. 2 is a. front elevation of the lower part of the end o-f a car similar to Fig. l, but showing an end sill of rolled channel shape; Fig. 3 is a front elevation on an enlarged scale of our buffer-block with the carry iron mounted therein, showing also a portion of the rolled channel end sill; Fig. l is a vertical transverse sectional elevation taken on the line IV-IV of Fig. 3; Fig. 5 is a separate bottom plan view of the carry iron itself; Fig. 6 is a detailed fragmentary sectional elevation through a po-rtion of our buffer-block o-n a line with the hole for admitting or retracting the roller bearing, but showing the bottom of the bifurca-ted leg of the buffer-block on which the roller rests solid instead of open as shown in Fig. et; Fig. 7 is a front elevation of the lower part of the end of a car with a pressed steel end sill, and illustrating another form of our buffer-block and carry iron there-in, with fixed bearings and rollers mounted thereon; Fig. 8 is a front elevation of the lower part of the end of a car similar to Fig. 7, but showing an end sill of rolled channel shape; Fig. 9 is a front elevation on an enlarged scale of the buffer-block with the carry iron mounted thereon and a portion of the rolled channel end sill; Fig. 10 is a. vertical transverse sectional elevation taken on the line X-X of Fig. 9; and Fig. ll is a bottom plan view of that form of carry iron shown in Figs. 7 to l0 inclusive.

Referring now to the numerals on the drawings, l indicates the end sill of the car which may be of pressed metal or a rolled channel as shown in the drawings, or constructed in any other form of wood or metal,

and 2 indicates the buffer-block casting riveted or secured to the end sill. This bufferblocl 2 is formed with a base attaching flanged portion 3 and an outer bufiing face member 4 which are spaced apart from each other and connected together integrally by means of the vertical ribs 5 and horizontal ribs 6. The buffer-block casting is provided with downwardly extending legs between which the draw-bar 7 extends, as shown. The lower ends of these downwardly extending legs are bifurcated as at S between each pair of which is mounted a roller 9. These rollers 9 may be either movably mounted to roll bodiliy on the lower wall 19 of the bufferblock as illustrated in Fig. 6, or on the ledges or flanges 10 as shown in Figs. 1, 2, 3 and 4; or each roller 9 may have a fixed axle or bearing as shown in Figs. 7 8, 9 and 10, which in this case is shown as aI bolt or pin 11 passed transversely through holes in the bifurcated ends of the buffer-block and retained in place by a cotter pin 12.

13 indicates the carry iron for supporting the forward end of the draw-bar, provided with inclined or sloping ways 14 formed near each end on its top and bottom sides with a stop 21 at the outer ends thereof. These inclined ways diverge outwardly from the top of each arch or from the central apex portion 15 of the way in which the rollers for supporting the draw-bar carry iron, normally rest, as shown in the drawings.

It will be noticed that the ways 14 are formed bot-h on the top and bottom surfaces near the ends of the carry iron and one set is made deeper than the other or nearer the longitudinal axis of the carry iron, so that the carry iron may be reversed to adjust the height of the draw-bar which may also be further adjusted by changing the size of the rollers, if desired. By this method of adjustment the height of the draw-bar coupler may be regulated to conform to the standard or desired height above the rails and expensive truck adjustment thereby eliminated.

Recesses 1G are formed centrally in the to-p and bottom surfaces of the carry iron, in the top one of which the forward end of the draw-bar rests, each end of said recesses having abutments 17 adapted to contact with the sides of the draw-bar when it is moved laterally.

In Fig. G we have shown the highest position a movable roller bearing would assume, which is opposite the hole 1S through which the roller may be inserted or removed when required. In this figure, the bottom wall of the buffer cast-ing is made solid as at 19, instead of open as shown in Fig. 4.

Referring now to Figs. 7 to 11, the carry iron is indicated as 13', having recesses 16 on its top and bottom edges, with abutments 17 at each end thereof. This carry iron 13 is mounted on the rollers 9 each provided with a fixed axle comprising a pin or bolt 11 passed transversely through holes in the bifurcated ends of the buffer-block and retained in place by a eotter pin 12. Sloping inclined ways 14', similar to those shown in Figs. 1 to G inclusive, are formed on the top and bottom surfaces of the carry iron 18 near each end thereof.

The o-peration of our device is as follows Assuming that the parts are in the positions shown in the drawings and the draft rigging is in its normal position between t-he draft sills 20, with the draw-bar 7 resting on the roller mounted carry iron and extending outwardly between* the bifurcated ends of the buffer-block, if the draw-bar be swung laterally, as is the case in going around curves, or in any other 1n anner, it comes into contact with the abutments 17 formed on the roller mounted carry iron and displaces said carry iron longit-udinally on its inclined ways. The carry iron will also be raised slightly as it is moved from its normal central position as the carry iron rides upwardly on the rollers on the inclined ways. As soon as the lateral pressure on the draw-bar is released or the cars are unshackled, the draw-bar will be returned by gravity to its normal or central position, as shown in the drawings, as the carry iron will ride downwardly on the rollers on its inclined ways until the rollers reach the top of the arch or the apex of the double incline.

The construction of our invention is simple, strong and eiiicient and consists of very few parts, it can be quickly applied or removed and obviates the necessity of using bolts, as in the old style of carry iron.

Our butfing-block and centering device are so constructed that by removing one of the rollers the carry iron may be taken out, thus permitting the draw-bar to be dropped down when in need of repairs or replacement, and this is more readily accomplished than in cases where bolts or other members have to be withdrawn for the purpose of taking off the carry iron.

While we have shown and described our invention in considerable detail, we do not wish to be limited to the exact details of construction specified, but may use such substitutions, modifications or equivalents thereof as `are embraced within the scope of our invention, or as pointed out in the claims.

Having thus described our linvent-ion, what we claim and desire to secure by Let-- ters Patent is 1. A draw-bar centering device for railway cars comprising a carry iron, inclined ways on the carry iron resting on rollers mounted on the car, whereby the draw-bar is automatically centered.

2. In a draw-bar centering device, a buffer-block having bifurcated lower ends extending transversely of the car and a carry iron with sloping surfaces supported on rollers mounted between the bifurcated lower ends of the buffer-block.

3. In a draw-bar centering device, a buffer-block and a carry iron with sloping surfaces supported on rollers mounted between the walls of the buffer-block.

4. In a draw-bar centering device, a buffer-block having bifurcated lower ends extending transversely of the car, rollers mounted between the said bifurcated ends and a carry iron provided with inclined ways formed on the ends thereof and mounted thereby on the rollers aforesaid.

5. In a draw-bar centering device for railway cars, a buffer-block mounted on the end of the car, bifurcated legs extending downwardly from the buer-blocl and transversely of the car, and a carry iron with inclined ends supported on rollers nounted between the walls of the bifurcated a6. In a draw-bar centering device, a buffer-block mounted on the end of the car, bifurcated legs integral with the buffer block extending downwardly therefrom, a carry iron with inclined ends mounted on rollers between the walls of the bifurcated legs, and provided with a recess formed thereon within which the draw-bar rests, and abutments at the ends of the recess adapted to contact with the sides of the draw-bar.

7 A carry iron for railway cars, comprising a bar having inclined ways formed near each end thereof and provided with a central recess adapted to support a draw-bar.

8. A carry iron for railway cars, comprising a bar having, on two opposite sides at different distances from the longitudinal axis, inclined ways near each end thereof and provided with a recess centrally therein.

9. A carry iron for railway cars, comprising a bar having a plurality of inclined ways near each end thereof, and provided with a plurality of recesses therein, the surfaces of each set of said inclines and recesses being at different distances from the longitudinal axis of the iron, thereby providing means for vertical adjustment of the draw-bar carried thereby.

10. In a draw-bar centering device, a buffer-block secured to the car end, bifurcated legs integral with the buffer-block and extending` downwardly therefrom, a slidable carry iron having double inclined ways supported on rollers mounted between the walls of the bifurcated legs, ledges for sustaining the rollers, and provided with a recess formed on the carry iron within which the draw-bar rests.

11. In a draw-bar centering device, a carry iron mounted on roller bearings, said carry iron having a double inclined way of arched form near each end thereof, and provided with a recess centrally therein with abutments at each end thereof.

12. In a draw-bar centering device, a carry iron mounted on roller bearings on double inclined ways of fiat arched form near each end thereof, and provided with a recess between the double inclined ways, the opposite side of said iron being similarly formed and bearing surfaces of, one of said recesses being nearer the longitudinal axis of the carry iron than the bearing surfaces of the other recess, whereby the height of the draw-bar may be modified by reversing said iron.

13. A carry iron for railway cars comprising a bar having inclined ways of arched form near each end thereof on its top and bottom edges, and provided with a recess on each side of the bar between the inclined ways, one of said recesses being nearer the longitudinal axis of the bar than the other.

111. A draw-bar centering device for railway cars, comprising a buffer-block secured to the end sill, bifurcated legs integral with the buffer-block extending downwardly therefrom, a carry iron having double inclined ways of arched form supported on rollers mounted between the walls of the bifurcated legs of the buffer-block, ledges for sustaining the rollers, an opening in the wall of each bifurcated leg through which the roller may be inserted or extracted, and said carry iron being provided with a recess formed thereon within which the drawbar rests.

15. In a car, a buffer-block secured to the end thereof and provided with downwardly projecting side portions, a roller rotatably mounted near the lower end of each of said side portions, and a carry iron with inclined ends adapted to rest on the rollers aforesaid, the intermediate portion of said carry iron being adapted to support the outer end of the draw-bar and centralize the same by the action of gravity.

16. In a car, a buffer-block secured to the end thereof and provided with a central opening and downwardly projecting side portions on each side thereof, a roller rotatably and removably mounted near the lower end of each of said side portions, a carry iron with inclined ends adapted to rest on the rollers aforesaid, the intermediate portion of said carry iron being provided with a recess and adapted to support the outer end of the draw-bar and centralize the same by the action of gravity.

17. In a car, a buffer-block secured to the car end and provided with an opening therethrough, downwardly projecting side portions on each side of said opening, a roller rotatably and removably mounted in each of the said side portions, a carry iron with inclined ende, provided with L recess in the In testimony whereof We hereto a'liX our Central portion on opposite Sides thereof, signatures in the presence of two Wit-nefsses. one of Suid i'eeessies boing' nearer the axis LOUS G. MILLER. of the carry iron than the other, whereby FREDERICK C. DANKMYER.

5 the drilw-bar 1n ny be adjusted vertically and VitneSSes:

automatically centralized by the action of Emmi: SEAVEY, gravity. R. fi. Brinks.

Copies of this patent may be obtained for ve cents each, by addressing the Commissioner' of atents,

Washington, ID. C. 

